With increasing air traffic demand in the Pan (SAAM)
This paper analyses the impact of airline business models on airport infrastructure and operational capacity and answers the question how to optimize capacity in order to achieve maximum efficiency and profitability as well as how to maintain an adequate level of service quality. As part of the research, a new model was created as an integral part of the Airport Management Strategy Software (AMSS) application. The purpose of the application is to enable the airport management to review and optimize operations in terms of maximum technical and technological capacity utilization. In addition, the application can be used to fill the available slots according to the specifics of the airline’s business model without compromising the security, flexibility, and profitability of airport operations. The validation of the application was conducted at Zagreb Airport, which generated traffic of 3.4 million passengers in 2019. The result of the research is a model which, based on the calculation of the existing capacity of the airport infrastructure and ground handling equipment, enables the simulation of new airline business models and aircraft type implementation. Furthermore, the model also analyses their impact on the utilization of the airport infrastructure and equipment. The research demonstrated the interdependence between airport capacity optimization and optimal slot allocation, and the specifics of airline business models and aircraft types in their fleets. By adopting this model, airport managers can prevent mistakes that arise during negotiations with airlines, which can result in the under capacity of the infrastructure, equipment, and human resources as well as cause lower levels of security, numerous delays, reduced quality of service and, ultimately, negative financial effects.
In the forthcoming period the European air traffic management will handle double flight operations than today -from 1.7 to 2.1 higher traffic level in 2025 than in 2005 [1]. The problem of the European airspace fragmentation should be solved by the comprehensive dynamic harmonization programs, which can contribute to effective increase of airspace capacity and increase of air transport efficiency. The main objective of the development strategy refers to the implementation of reformation processes of the European air traffic management system through functional ATM 1 regionalization. Encouraged by the Single European Sky project, and through airspace de-fragmentation, numerous projects have been initiated by Eurocontrol in cooperation with the European Commission. One of them is establishing of the Functional Airspace Block in South Eastern Europe. The implementation of regulatory, institutional and legal framework of the Single European Sky FAB 2 would ensure the expansion of the European air traffic market to South Eastern Europe, counting over 500 million potential users [2]. Croatia and all the other countries in the region have to adopt the provisions of ECAA 3 Agreement and EU air transport acquis in their national legislation. This paper specifies the main determinants of the strategic development as well as the key factors which influence the European air traffic dynamics. The paper elaborates the indicators and significant elements of the required ATM reforms in South Eastern Europe on the samples of six ANSPs according to ECAA Agreement and EU acquis.
Implementation of Air Traffic Management (ATM) Master Plan-defined projects represents a prerequisite for the successful implementation of the Single European Sky initiative defined by the European Commission in 2004. The implementation of ATM-related projects is currently under the responsibility of the Single European Sky INTRODUCTIONWith the liberalization of the European aviation market in late 1993, travellers using air transport could benefit from more accessible and competitive air transport arrangements. According to in Europe air navigation services as such, are organized in a much more fragmented way than in the United States. When comparing the European and the United States Air Traffic Management system, it is visible that with almost the same volume of airspace (US CONUS airspace is 10% smaller than the European airspace) the US ATM system controlled approximately 57% more IFR flights with 24% fewer full time Air Traffic Controllers (ATCOs). In Europe, there are 37 Air Navigation Service Providers (ANSPs) with 62 en-route area control centres, while in the United States there are 20 en-route area control centres with only one ANSP [2]. The unit cost of the European system is between 60% and 70% higher than in the US [3]. The presented data clearly indicate that the fragmentation of the European air traffic system is one of the biggest reasons for the high level of delays. This fragmentation in the European airspace, where the airspace sectorisation is based on national borders (the existing Flight Information Regions), where flights fly on average 49 km longer than direct flight length, has estimated a cost of 4 billion euro a year [4].The European Commission established High Level Group to support the preparation of concrete policy proposals and recommendations for the development of the aviation regulatory network in Europe -with a particular focus on Air Traffic management (ATM) -and to provide a roadmap with practical next steps [5]. Based on the identified inefficiency the European Commission has launched a Single European Sky (SES) initiative with the scope to improve and reinforce safety and to restructure the airspace based on traffic instead of national frontiers. The objective of SES I and SES II regulations is to enhance the current safety standards and overall efficiency for general air traffic in Europe, to optimise the capacity meeting the requirements of all airspace users and to minimise delays [6].The original SES Framework Regulation set out the overall objectives to enhance safety, improve efficiency and minimize delays. While SES provided the means for evaluation of air navigation performance, based on the EUROCONTROL work, SES did not directly address the real performance issue. Rather, it concentrated on creating a common regulatory framework and setting down some operational standards [7]. The SES II regulation was focused on defragmentation of the European airspace through the implementation of the Functional Airspace Blocks (FAB). FAB represents TOMISLAV MIHETEC, P...
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